Navigation instrument



Aug. 29,.

Filed Sept. 2a, 1942 `s sheets-snm z y,

INVENTUR:

M @www J. P. PUTNAM NAVIGATION INSTRUMENT Aug. 29, 1944.

Filed Sept. 28, 1942 lay 8 Sheetswheet 3 INVENTDR:

@afm

Aug. 29, 1944. J. P. PUTNAM NAVIGATION INSTRUMENT Filed Sept. 28,1942 8 Sheets-Sheet 4 lNvaNTDR I www MA' l J. P. PUTNAM 2,357,131

NAVIGATION INSTRUMENT Filed Sept. 28, 1942 `8 Sheets-Sheet 5 Aug. 29, 1944. J. P PUTNAM 2,357,131 i NAVIGATION INSTRUMENT Filed sept. 28, 1942 8 sheets-sheet e lNvl-NTEJR:

am W

MI @im #6pm A++y S.

Augfzs, 1944.

J. P. PUTNAM NAVIGATION INSTRUMENT 8 Sheets-Sheet 8 Filed Sept. 28 1942 INVENTDR:

Patented Aug. 29, 1944 NAVIGATION INSTRUMENT John P. Putnam, Boston, Mass., assignor to The Reece Button Hole Machine Company, Boston, Mass., a corporation of Maine Application September 28, 1942, Serial No. 459,922

17 Claims.

This invention relates to navigation instruments and more particularly, though not exclusively, to instruments for use in aerial naviga- I tion. 'n

. will immediately and directly indicate the ground speed of the plane and the compass course to be followed in order to reach the objective under these conditions. The principle involved in these instruments is to represent the indicated air speed of a plane and the wind velocity as vectors of a parallelogram of motion in which the resulting vector indicates the track or true direction of flight of the plane and its length represents the ground speed of the plane when flying in said true direction. In practice, these vectors are formed by linear speed or velocity scales of equal uniform calibration which, by separate adjustment, are coordinated to form a parallelogram of motion commensurate with the indicated air speed of the plane and the velocity and relative direction vof the wind. However, it is somewhat diilicult to maintain these scales in alignment while using the, instrument under night conditions. Instruments incorporating these linear scales are usually also very bulky due to the considerable length of these scales (to cover the widely -varying indicated speed ratings of modern planes) and their imperative wide range of relative adjustment to meet all conditions. Moreover, navigation instruments providing also for correction of the indicated Lair speed of a l plane, due to such factors as pressure altitude and/or temperature, are equipped with separate calculators or computers for that purpose which require preliminary setting in accordance with `the indicated air speed, temperature, and altitude, and reading of the true air speed, before the navigation instrument can be set in accordance with the true air speed thus obtained.

It is the primary aim and object of the present invention to provide a navigation instrument having only one linear scale which directly indicateg the ground speed and the track or path of projection of an airplane along the ground, on setting the instrument in accordance with the i indicated air speed of the plane, the point of departure and the objective to be reached on a inap, and a given velocity and direction of the wind.

It is another object of the present invention to provide the instrument with relatively turnable dials by the sole manipulation of Whichthe instrument is set, and which will remain set during flight.

It is another object of the present invention to provide an instrument which will reduce to a maximum degree any overlapping or congestion of scales.

It is another object of the present invention to make provision in the instrument for setting it also directly in accordance with a given pressure altitude and/or a given temperature and thereby dispense with the customary preliminary determination of the true .air ,speed and the subsequent setting of the navigation instrument in accordance therewith.

The foregoing and other objects of the invention, together with means whereby the latter may be carried into effect will best be understood from the following description of an illustrative embodiment shown in the accompanying drawings: in which, y

Fig. 1 is a diagram illustrating the principle of operation involved in the present instrument.

Fig'. 2 is a top plan view of the instrument.

Figs. 2A and 2B are diagrammaticviews to be referred to.

Fig. il` is a section taken substantially on the line 3 4 of Fig. 2.

Fig. 4 is a section taken substantially on the line l-I of Fig. 3, showing the true track disc in p an.

Fig. 5 is a reduced section taken'substantially on the line l-l of Fig. 3, showing the true compass point plate.

Flg. 6 is a detail plan view of the wind direction disc.

Fig. 'l is a detail plan view of the wind direction disc slide. divsllig. 8 is a detail plan view of the wind velocity Fig. 12 is a detail' plan view of the combinedtrack and ground-.speed scale.

Fig. i3 is a detail plan view of the air speed correction disc.

Fig. 14 is a detail pian view of the magnetic compass ring.

Fig. 15 is a view similar to Fig. 2, showing the instrument in use.

Fig. 16 is a diagram to be referred to.

Fig. 17 is a perspective view of the active parts of the instrument shown disassembled.

Referring tc Fig. 1, there is illustrated diagrammatically the principle on which the present instrument is based. The reference numeral l1 designates a linear uniformly graduated scale carrying a transverse pivot or stud i8 at the zero point thereof and slidably receivng a floating pivot or stud |9. Each 'of the pivots Il and |9 is independently movable radially of, and/or circularlyr about, a fixed common axis x. In using the instrument, the pivot Il is, in any disposition of the scale il, adjusted radially of the fixed axis t such that the length of the radial arrow or vector a represents, in the calibration of the scale i1, the indicated air speed of a plane. The floating pivot i9 is thereupon adjusted radially of, and/'or circularly about, the xed axis :r such that the radial arrow or vector b points in the direction of the prevailing wind and its length represents, also in the calibration of the scale the wind velocity. The scale |1 may then assume the full line position shown in Fig. l, for instance, and point in the true direction of flight of the plane as well as indicate the ground speed oi the same opposite the pivot I9 ii the plane is headed in the direction of the vector a. However, the true bearing oi' the objective to be reached is represented by the arrow z, wherefore the track or true direction of flight of the plane has tocoincide with said arrow.- This is accomplished by merely circularly adjusting the pivot i8 about the fixed axis :r until the scale i1 assumes the dot-and-dash position |1' parallel to the true bearing z o! the objective. Such circular adjustment oi' the pivot I8 changes neither the length oi the vector a (representing the given indicated air speed of the plane), nor the length or angular disposition of the vector b (representing the direction and velocity of the wind), with the result that the ground speed o! the4 plane is indicated on the dot-and-dash line scale opposite the pivot I! when the plane is headed in the direction of the vector a but ilies actually along the track z due to side drift caused by the wind. If there is no wind, the pivot I9 is radially shifted into coextension with the common axis :r so that the wind vector b becomes zero.

Referring now particularly to Figs. 2, 3 and i7, the instrument embodying' the principle tust described comprises a base plate above which are disposed, in parallel superposed relation, and in the orde? named, a true track disc 2|, a true compass point plate 22, a wind direction disc 23, a wind velocity disc 2l, a track link 25 carrying the above-mentioned scale |1, a heading disc 2E, an air speed disc 21, an air speed correction disc 28 and a coplanar magnetic compass ring 29, and a top or cover plate 30. All of the above-named parts, with the possible exception of the base plate 20, are composed of transparent (preferably sheet plastic) material to render visible, through overlying parts, scale graduations and other inscriptions (to be described) on underlying parts. The compass point plate 22 and top plate 30 are secured in iixed position with respect to the base plate 20. The compass point plate 22 is secured to the base plate 2c by screws 3| (Figs. 2, 3 and 5) which pass through spacer strips 32 o! suiiicient thickness to provide, between the plates 2D and 22, space for the track disc 2| and, between the latter disc and the base plate, space for a map section 33, said spacer strips being omitted at one edge of the instrument, as indicated at Il in Figs. 2, 4 and 5, to permit insertion and replacement of said map section. The top plate Il is secured to the plate 22 by screws I5 which poss through spacer blocks 26 of sumcient thickness to adord space for the remaining parts between the plates 22 and 30. The discs 2|, 23, 24, 2l, 21 and 2B and the compass ring 2l are all mounted for angular movement or adjustment about the previously mentioned common axis z, the discs 23, 2l, 28 and 21 and the ring 2! being received at their peripheral edges in guide grooves formed in the spacer blocks Il concentrically with respect to the common axis z, thisl disc 2| being rotatably mounted on the plate 22 through intermediation oi a central pivot stud 31 (Fig. 3), and the disc 2l being rotatably mounted on the disc 21 through intermediation of a central pivot stud I8. The spacer strips 82 and spacer blocks 2| are terminated at opposite sides of the instrument, as indicated at Il in Figs. 2, 4 and 5, to afford easy access tn the peripheries of the discs 2|, 23, 24, 2l and 21 for purposes of angular adjustment. The link 2l is interconnected with slides carried by the discs 23 an'd 28, as hereinafter further described.

Referring to Fig. 4, the true track disc 2| is ruled with spaced parallel lines 4l, of which one (designated I5a) passes through the common axis z. Said disc 2| may be angularly positioned to cause one of said lines 4l to extend between a point of departure A and an objective point B on the underLving map section Il. If said map section can be conveniently so positioned as to locate the point A thereon at the center of the instrument, the line a may be used for this purpose, as shown in dot-and-dlsh lines in Fig. 4. Otherwise, the map section may be placed to locate said points (as indicated at A and B' in Fig. 4) so that they may be connected by one of the other lines Il, for example the line "b, or if even this is inconvenient, the disc 2| may be so angularly positioned as to cause the line or lines Il which pass nearest said points to extend as nearly parallel as may be to a line (imaginary or actually drawn on the map section) connecting the points.

Referring to Fig. 5, the true compass point plate 22 is inscribed with a concentric scale 41 graduated in degrees and reading in azimuth, and preferably also with a second concentric scale 4l marked with the usual points of the compass. The arrangement is such that when the disc 2| is so angularly adjusted (Fig. 4) that a line Il thereon is coincident with, or parallel to, a straight line connecting a given point of departure with a given objective, as above explained.

the line 46a will indicate on the scale I1 the true compass bearing of the track from the point of departure to the objective. For example, as shown in Fig. l5, the disc 2| is adjusted into the angular position illustrated in dot-and-dash lines in Fig. 4, indicating, by the point of intersection oi' the line a with the scale l1, that the true bearing or track from A (or A) to B (or B') is azimuth 75.

Referring to Fig. 6, the wind direction disc 2l has inscribed thereon a radial index line I0 adapted to cooperate with either scale l1 or Il on the plate 22 (Fig. 5), and is formed with a cut-out guideway |50 disposed radially or diametrically of the disc, and whose center line is in allnement with the index line Il. Guided in the guideway 50, for movement diametricnlly of the disc 22, is a slide 5| (see Figs. 2, 3, 7, 15 and 17). The side edges of the slide Il may is inscribed with a concentric scale I4 preferably 180 in length and graduated to represent wind velocities in miles per hour, the graduations being preferably uniformly spaced. Centrally, the disc 24 is formed with an opening il A.the edge of which constitutes a heart-shaped internal cam whose maximum radius is radially opposite the nero point on the scale 54 and whose minimum radius is radially opposite the maximum point on said scale. herein shown as representing 45 miles per hour. Thecam edge of the opening Il is engaged, at diametrically opposite points, by pins or studs I6 (Figs. 2, 3, 7, l and 17) carried by the slide ll, whereby the position of said slide in its guideway. is determined by the relative angular position of the discs 23 and 24.

Referring to Fig. 9, the heading disc 24 is inscribed with a raam index une l1 and formed with a diametric guideway is, the arrangement of said index line and guideway being similar compass variations, east and west.

compass bearings. The top plate Il is inscribed adjacent the scale 16, with a concentric scale 11 graduated in degrees and indicating magnetic K By setting the ring 29 so that the zero point on the scale 14 thereof is in register with that graduation on the scale 11 which corresponds to the magnetic compass variation in a given locality, the scale .10, in' conjunction with the scale 41 (Figs. 2, 15

x, so that, in all positions of adjustment, all

to that of the indexline 4l and guideway 5I) of the disc 23 (Fig. 6). Movable in the guideway 5I is a slide!! (Figs. 2, 3, 10 and l5) which is similar to the slide 5I (Fig. 7) and. 'like the.

` latter. preferably provided with disc rollers 60 (Fig. received in grooves 4I (Figs. 3 and '9) in the parallel edges of the guideway Il. The

, slide-59 is preferably inscribed with an arcuate to represent altitudes in thousands of feet, the

graduations being logarithmlcally spaced for a purpose hereinafter described.. Said disc 21 is also provided with a cam slot 44 in the shape of a logarithmic spiral. .The slot B4 receives the previously mentioned pivot or stud Il (Figs. l, 2, 3, l0, and 17)- on the slidejs, whereby .the position oi said slide in its guideway 58 is determined by the relative angular position of vthe discs 2l and 21.-

Referring to Fig. l2, the track and ground speed link 2l is 'formed with a centrally disposed longitudinal slot 1I along the side or sides of which is inscribed the earlier mentioned scale I1 uniformly graduated to represent ground speeds in miles per hour. The link is at the zero point of the scale I1 connectedwith the pivot or stud Il (Figs. 2, 3, .10, 15 and 17), while the slot 1I receives the previously mentioned pivot or stud I! (Figs. l, 2, 3, 7, l5 and 17) on the slide II.

Referring to Fig. 13, the air speed -correction disc 23 is inscribed about a portion of its margin with a concentric scale 14, graduated to represent temperatures preferably in degrees Fahrenhelt, and about the remainder of its margin with a concentric scale 1l graduated to represent indicated air speeds in miles per hour,

the graduations of both scales being logarithmically spaced for a purpose hereinafter explained. 'I'he logarithmic scale 14 is adapted to cooperate with the logarithmic altitude scale` l2y of the disc 21 (Figs. 2, 11, l5 and 17) to apply air speed correction for altitude and temperature.

Referring to Figs. 2 and 14, the magnetic compass ring 29 is inscribed with a concentric scale 1l graduated in degrees and indicating azimuth It will be observed in Fig. 2 that the indicated air speed on the logarithmic scale 1l of the air speed correction disc 2B opposite `the index line 51 on the'heading disc 28 is the same (60 miles per hour) as that on the uniformly Igraduated ground speed scale I1 on the link 2l opposite the common axis x, Aif the pivot II is coextensive with the common axis a: (mean ing no wind correction) and the discs 21 and 28 assume the relative angular position shown in Fig. 2 in which the zero mark of the logarithmic altitude scale 63 is opposite the +60 mark of the logarithmic temperature scale 14. The logarithmic spiral cam 64 is so coordinated with the speed scales 15 and I1 that, with the parts coordinated as just described, and on rotation of the disc 28 relative to discs 21 and 2l, or vice versa any other speed indication on the scale 15 opposite the index line 51 will coincide with the speed indication on the scale I1 opposite the axis z. The logarithmically spaced graduations 'of the temperature and altitude scales, though inscribed in degrees Fahrenheit and thousands of feet, respectively, represent factors by which the indicated air speed of a plane has to be multiplied in order to obtain the true air speed of the plane at corresponding altitudes and temperatures. Since it is standard practice to give the indicated air speed ofl a plane at +60 F. and at sea level or zero altitude, the +60 F. mark on the temperature scale 14 and the zero mark on the altitude scale 63 represent the factors i (unity), and these scales are so coordinated that said factors l (unity), if aligned as shown in Fig. 2, undertake no correction of the indicated air speed as is evidenced by the identical speed indications on the scales 15 and I1 opposite the index line 51 and the axis x, respectively. For any brought into alignment, with the result that the speed scale 15 is angularly displaced, from the relative angular' position of the discs 21 and 28 shown in Fig. 2, an amount which is proportional to the algebraic sum of the logarithms of the altitude and temperature factors by which the indicated air speed has to be multiplied in order to obtain the true air speed. In this connection, it will be observed from Fig. 2 that the factors for temperatures between +59 and 50 F. are le`ss than 1, wherefore their logarithms are negative. All other factors on the logarithmic correction scales 53 and 14 are 1 or larger than l and their logarithms are positive. By angularly adjusting the air speed correction disc 28 in accordance with a certain altitude other *han zero and/or a certain temperature other than +60 F., as described. the discs 21 and 28 are relatively angularly displaced, from their no-correction relative angular position (Fig. 2), an amount which, ior any indicated speed on the scale 15 opposite the index line 51, res ults in a radial shifting of the pivot I8 through a distance which, in the calibration of the ground speed scale, represents the corresponding speed correction. As an example, let it be assumed that the indicated air speed oi a plane is 60 miles per hour and the various parts of the instrument are set as shown in Fig. 2, the true air speed of the plane at '7000 it. altitude and +805 F. may then be obtained by turning the air sp^ed correction disc 28 clockwise as viewed in 2 relative to the air speed disc 21 until -l-BOc F. mark on the scale 14 aligns with 7000 ft. altitude niark on the scale 63 (Fig.

Thereupon, the discs 21 and 28 are turned in unison counter-clockwise as viewed in Fig. 2A until the 60 mile mark on the indicated air speed scale 15 aligns with the index line 51 (Fig. 2B), whereupon the speed indication on the ground speed scale l1 opposite the axis a: represents the true air speed (approximately 68 miles per horrid.' I'he true air speed is always proportional to the distance between the pivot i8 (zero point of ground speed scale I1) and the common axis at, and a straight line connecting said pivot i8 and axis :c is, in any position of the ground speed scale l1, a. vector like the vector o in Fig. 1, considering thereby that the latter vector in l represents, in the calibration of the ground speed scale l1, the indicated air speed plus (or minus, as the case may be) the speed correction due to altitude and/or temperature. The direction of this vector may, of course, be changed at will, without changing its length, by merely turning the discs 26 and 21 in unison.

The uniformly graduated wind velocity scale 54 and the cam 55 on the wind velocity disc 24 8), and the index line 49 on the Wind dli'ection disc 23 (Fig. 6), are so coordinated that the pivot i9 on the siide 5| (Fig. 1) is coextensive with the common axis x on alignment of said index line 43 with the zero point of said scale 54 (Fig. 2), and is shifted radially of the wind direction disc 23, on relative rotation between the discs 23 and 2li through any speed range on the scale 5t, through a distance which is equal to the same speed range on the ground speed scale i1. Hence, a straight line connecting the axis s: with the pivot i9 (Fig. l) represents a wind direction and velocity vector which may be properly combined with the true air speed vector above described to forni a parallelograni of ino tion.

The use of the instrument may be explained in connection with the following illustrative example, reference being had particularly to Figs. 2, 4, 15 and 16. Assume that a flight is to be made from the point A (Fig. 4) to the point B, that the compass variation for the locality is 20 east, that the indicated air speed of the plane is 150 miles per hour, that the pilot is flying at an altitude of 5000 it., that the temperature is F., and that the wind is blowing 40 miles per hour from the northwest. The adjustments of the instrument for these conditions are shown in Fig. 15 and diagrammatically indicated in Fig. 16. The magnetic compass ring 29 is set to bring the zero point of the scale 16 opposite the graduation of the scale 11 which indicates 20 east. The disc 2| is turned to bring the most convenient line 48 thereon parallel to, or coincident with. the line connecting the points A and B on the map section 33, as above explained. The line 46a will then indicate on the scale 41 the true bearing, and on the scale 16 the magnetic bearing of the point B from the point A; i. e., the track or true course to be flown. As shown in Figs. l5 and 16. the true bearing is azimuth '15 and the magnetic bearing azimuth 55, If this bearing is known, the disc 2l may be turned to indicate this directly without reference to the map. 'I'he air speed correction disc 2B is turned with respect to the air speed disc 21 to bring the graduation of the scale 14 representing +80 F. opposite the graduation oi the scale 63 representing 5000 It, The air speed disc 21, carrying with it the adjusted correction disc 28, is then turned to bring the graduation of the scale 15 corresponding to 150 miles per hour opposite the index line 51 on the heading disc 26. The wind velocity disc 24 is turned with respect to the wind direction disc 2l to bring the graduation ot the scale 54 representing 40 miles per hour opposite the index line 49, and the two discs 23 and 24 then turned in unlson to bring the index line 49 into register with the NW point of the scale 48 on the compass point plate 22. The heading disc 26 and air speed disc 21 (the latter still carrying with it the correction disc 28 in fixed angularly adjusted position with respect thereto) are then turned in unison until the link 25 is brought into parallelism with the most convenient line or lines 46 on the track disc 2|, this corresponding to the circular adjustment of the pivot I8 in Fig. 1 into the position in which the scale I1 assumes the dot-anddash line position l1.' shown in said Fig. 1, i. e. parallel to the compass direction of the objective. The magnetic compass course or heading is then indicated by the index line 51 on the scale 1l (and the true compass heading on the scale 41), while the ground speed is indicated by the position of the pivot I9 with respect to the scale I1 on the link 25. The adjustments above described and illustrated in Fig. 15 (as well as diagrammatically indicated in Fig. 16) show that, in oi'- der to ily a. track whose true bearing is azimuth 75 under the conditions above stated, the pilots magnetic compass course or heading should be azimuth 44 and that his ground speed is about 183 miles per hour. The wind drift angle is 1ndicated by the center line of the link 25 on the scale 62, being, in the example given and adjustment shown, about 12 right Inasmuch, however, as the setting of the instrument for given conditions shows directly the compass heading required under such conditions, it is not absolutely necessary to know the drift angle, and the scale 62 may, if desired, be omitted, thereby ta.-

calming the reading of the scale u c. e. the po'- f lition of the pin Il with respect thereto) under" some circumstances.

- It -will be observed that the true course or track, thewind velocity and direction, the true and magnetic compass headings, the air speed,

and the ground speed are all independently indicated on separate scales, making it unnecessary `to change the adjustment .for any of these factors in order to determine another or others, so

that indications oi' all factors are available at all times.

, parallel to said discs, a first transverse pivot on said link radially slidable in one disc, another pivot parallel to said first pivot slidable on said link and radially slidable in the other disc, and cams independently turnable coaxially of said discs'for adjusting said pivots, respectively, ra-

dially of their respective discs.

3.' A navigation instrument, comprising two relatively coaxially turnable discs, a straight link between and parallel to said discs, a ilrst transk verse pivot on said link radially slidable in one disc, another pivot parallel to said nrst pivot ially of the other discs and provided with a mul-w titude oi' visible straight parallel lines of which 1 one is diametric, and a fixed compass dial to copivot parallel to said ilrst pivot slidable on saidv operate with said diametric line and pointer.

7. A navigation instrument, comprising two relatively coaxially turnable discs, a straight link parallel to said discs, a iirst transverse pivot on said link radially slidable in one disc, another link and radially Aslidable in the other disc, said one disc having a radial pointer diametrically aligned with said ilrst pivot, mechanism for adjusting either pivot radially oi' its respective disc,

a member turnable coaxlally of said discs and provided with a di-ametric line, a fixed-compass dial cooperable with said lineand pointer, and hnother compass dial independently turnable coaxially of said discs'and also cooperable with lsaid line and pointer to provide for local magnetic compass variation.

8. A navigation instrument. comprising two relatively ooaxially turnable discs, a straight link parallel to said discs, a rst transverse pivot on said link .radially slidable in 'one disc, another pivot parallel to said mst pivot slidable on said link and radially slidable in the other disc, each disc having a radial pointer diametrlcally aligned with y its respective pivot, mechanism for adjusting either pivot radially of its respective, disc, a member turnable coaxially of said discs and provided with a diametric line, anda fixed compass dial to cooperate with said line and pointers.

slidable ont-said link and radially slidable in the other disc, and cams independently turnable coaxially oi' said discs on opposite sides of said link i'or adjusting said pivots, respectively, radially oi their respective discs.

4. VA navigation instrument, comprising two relatively coaxlally turnable discs, a straight link element parallel tosaid discs, a ilrst transverse pivot on said link element radially slidable in one disc, another pivot parallel to said first pivot slidable on said link element and radially slidable in the other disc, said one disc having a radial pointer element diametrically aligned 4with said first pivot, mechanism for adjusting one disc having a radial pointer diametrically aligned with said first pivot, mechanism for adjusting either pivot radially of its respective disc, a member turnable coaidally of said discs and provided with a diametric line, and a fixed compass dial to cooperate with said line and pointer.

6. A navigation instrument, comprising two relatively coaxially turnable discs, a straight link parallel to said discs, a first transverse pivot on said link radially slidable in one disc', another pivot parallel to said first pivot slidable on said link and radially slidable in the other disc, said one disc having a radial pointer diametrically aligned with said first pivot, mechanism for adjusting either pivot radially of its respective disc, a transparent direction disc turnable coaxradially of, said axis, a second pivot parallel to' 9. A navigation instrument, comprising two 1 discs independently turnable about a common axis, a uniformly graduated linear speed scalev longitudinally movable radially of saidaxis, Aone of said discs having a concentric logarithmic speed scale and the other disc having a logarithmic spiral cam cooperating with said linear scale, and pointers cooperating with said scales, respectively, said discs having also cooperating concentric logarithmic speed correction factor scales, respectively, each including a mark representing the factor 1, and said logarithmic scales, cam and pointers being so coordinated that any readings on the speed scales opposite their respective pointers coincide when said marks align.

10. A navigation instrument, comprising two discs independently turnable about a common axis, a uniformly graduated linear speed scale parallel to said discs having at the zero point thereof a nrst pivot parallel to, and movable said first pivot and slidable on said scale longitudinally thereof, one of said discs having a concentric logarithmic speed scale and the other disc having a logarithmic spiral cam cooperating with said first pivot, a pointer cooperating with said logarithmic scale, said discs having also cooperating concentric logarithmic speed correction factor scales, respectively, each including a mark representing the factor 1, and said losarithmic scales, cam and pointer being so coordinated that `any reading on the logarithmic speed scale opposite said pointer coincides with that on said first pivot and adapted to cooperate with said compass dial.

i2. A navigation instrument as set forth in claim 1G, further comprising a disc element which is independently turnable about said common axis, receives said first pivot for movement radially thereof and carries said pointer.

13.`A navigation instrument as set forth in claim 10, further comprising a disc element which is independently turnable about said common axis, receives said first pivot for movement radially thereof, carries said pointer and has a radial line diametrically aligned with said first pivot, and a compass dial to cooperate with said line.

14. A navigation instrument as set forth in claim i0, further comprising a disc element which is independently turnable. about said common axis, receives said first pivot for movement radially thereof and carries said pointer diametrically aligned with said first pivot, and a compass dial to cooperate with said pointer.

15. A navigation instrument as set forth in claim 1D, in which said mechanism comprises two dise members independently turnable about said common axis, one of said members having a mark andreceiving said second pivot for movement radially thereof and the other member having a cam element cooperating with said second pivot and a uniformly graduated concentric speed scale element, the latter being so coordinated with said cam element and mark that said second pivot is coextensive with said common axis on alignment of said mark with the zero point of said scale element. and is shifted radially of said one disc members on relative rotation between said mark and scale element through any speed range on the latter. through a distance equal to the same speed range on said linear scale.

15. A navigation instrument, comprising two discs independently turnable about a common a graduated linear speed scale parallel to said discs having at the zero point thereof a first pivot parallel to said axis, a member independently rotatable about said common axis receiving said first pivot for movement radially thereof and having a mark diametrically aligned with said first pivot and a pointer, a second pivot parallel to said first pivot and slidable on said scale longitudinally thereof. one of said discs having a concentric logarithmic speed scale cooperable with said pointer and the other disc having a logarithmic spiral cam cooperating with said first pivot, said discs having also cooperating concentric logarithmic speed correction factor scales. respectively, each including a point representing the factor 1. and said logarithmic scales, cam and pointer being so coordinated that any reading on the logarithmic speed scale opposite said pointer coincides with that on the linear speed scale opposite said second pivot when said points representing the factors 1 align and said second pivot is coextensive with said common axis, two disc elements independently turnable about said common axis, one disc element receiving said second pivot for movement radially thereof and having a mark diametrically aligned with said second pivot and a pointer element and the other disc element having a cam element cooperating with said second pivot and a uniformly graduated concentric speed scale element, the latter being so coordinated with said cam element and pointer element that said second pivot is coextensive with said common axis on alignment of said pointer element with the zero point of said scale element, and is shifted radially of said one disc element, on relative rotation between said pointer element and scale element through any speed range on the latter, through a distance equal to the same speed range on said linear scale, and a compass dial to cooperate with said marks.

17. A navigation instrument as set forth in claim i6, in which said pointers on said one disc element and member, respectively, coincide with said marks thereon.

JOHN P. PUTNAM. 

